Portable derail



Feb. 12,- 1929. 1,702,083

s. w. HAYES 0 PORTABLE DERAIL Original Filed July 12, 1&2?

INVENTOR '5 ATTOR s iPatented Feb, l2, T929.

hairs s'rrss time PATET FFIQE.

STANLEY W. HAYES, 0F RICHMOND, INDIANA, ASSIGNOR TO HAYES TRACK A1?- PLIANQE COMPANY, OF RICHMOND, INDIANA, A CORPORATION OF INDIANA.

PORTABLE IDERAIL.

Application filed July 12, 1927, Serial This invention an in'iprovcment on the portable derail of my Patent, No. 988,189, Ma rch 28, 1911, differing therefrom in various respects hereinafter pointed out and being more comp ct, lighter and more readily applicable to the rail yet very stable and resistant to displacement under wheel impact. This derail like that of the said patent may be applied to rails of various weights, shapes and sizes within a wide range.

Referring to the drawings:

Fig. 1 is an end elevation showing the derail applied to a rail o'l large size, the rail being shown in section.

Fig. 2 is an end elevation partly in section of the derail applied to a rail of small cross section.

Fig. 3 is a plan of the derail on the rail.

Fig. 4% is aview corresponding to Fig. 3, certainparts being shown in section on the line IV-TV, Fig. 2.

Fig. 5 is a transverse vertical section through the clamping jaw between its ends, and

Fig. 6 is a horizontal section on the line VI-VI, Fig. 5.

The derail of this application differs from that of my said patent in having but one complementary member in place of two sets of clan'iping jaws. This simplifies and lightens the derail and makes its application to the rail easier, but it necessitated the solution of problems incident to the change. In the patented derail the clamping means was subject to little or no twisting strain. With but one clamping means, however, the twisting strain is severe and, where as in the illustrated derail a clamp screw is used, would bend or break the clamp-screw or cause the nut to jam were not provision made to obviate such a result. The invention deals successfully with, this dii'iiculty, and also with the proper location of the clamping means with. respect to the derailing member and with reference to the road-bedabutment, which also must be rightly placed.

The derail block member 1 is cast or otherwise formed vith a diagonal ribor groove 1 on its upper side constituting the trough of the derail and adapted to lift the flanges of passing wheels and guide them over the side oi the rail in the usual way. This memher is provided with a bearing surface, or bearing surfaces, 2 adapted to seat on the No. 205,075. Renewed July 18, 1928.

tread of the rail and with a shoulder 8 which seats on the side of the rail head. The sole complementary clamp member of the device is the jaw l. This is of comparatively slender formation being tapered so as to be capable of being readily thrust between the base of the rail and the sub-adjacent ballast or soil with: out special excavation of the latter, and terminates in a hook adapted to embrace or grasp the edge of the base flange oi the rail at the other side of the rail. This jaw mi ght have a rail base bearing parallel to the rail, as in my patented derail, but it is far better to provide it with a rail-clamping contact portion 5 of suitable configuration in horizontal section, as convex, to give a rocking bearing on the rail. Making the portion 5 concave in vertical section, as illustrated enables the hook to accommodate itself more readily to the base flanges of rails of different sizes. The oper' ating means for this complementary clamp member is constituted, in the illustrated derail, by the clamp-screw 6 mounted in and passing freely through the other clamp memher, i. e. the derailingblockmember and having bearings preferably constituted, as in my said patent, by bearing surfaces 7-8 formed respectively in a counter-sink and on the head of the clampscrew so as to permit limited rela tive movement vertically in adjusting the derail to rails of different heights. To avoid interterence with movement of the clamp screw laterally, i. e. endwise ot' the rail, under car wheel impact, the hole through which the clamp screw passes is made substantially larger than the clamp screw and is further enlarged at its inner side as indicated. This permits relative turning movement between the derail block and the clamp screw of sufficient extent to protect the means connecting the complementary clamping members and to increase the clamping action materially. The particular arrangement illustrated constitutes a ball and socket joint. 7 The clamp screw may be provided with suitable means, as a removable collar, for preventing impairment of the thread by scraping back and forth through the hole. The end of the jaw 4: remote from its rail base engaging hook portion is free to swing about the bearing of its rail engaging end on the rail base, since it is located at a considerable distance from any obstructive parts of the-derail block memher which otherw se would have blocked relax the connections: in said" pl'ane endwise of the rail under car wheel impact. A progressive ly continuous widen-mg i'ronr the lnner end oi the here to; the outer end of the clainpqas shownin Fig; 4 is preiei ablebut not necessary. The screw 01211111) nut. 11 which may be prevented. by a cotton gain from being inadthe. nut is looselyheld is vertentlymunofl the cl-ampsci ew; isreceived ina 12, adjacent the bore 9 and of such size and shape-as 'toprevent rotationiotthe nut, andihaving an end wall or lip 13 to limit its endwisemovement. T recess in'which e enough to extend well be ond the-nut at each side in said plane and i I bottom as cent the laterally elongated bore has asurf'ace 14:, shown as substantially spherical about a t center in the axis of the here betweenthe recess and the hook: of the jaw; The rounded-surface -15 of the head of the nutbears on the surface 14 I with cap ahil'ityxof limitedmovement, so; that the turning movement of theconnections lengthwise of the rail already referred to can occur; thus relieving the clampscrew from twisting strain inciden t: to movement of the derail: end wise of the railunder wheel i1npact; It willbe understood? that the parts-"are sedimensioned l as to make provision== for such relative movementot the: connections to the extent nequi-redi A's-shownmost clearly in Figs-41,6; andifigthis recess or housing-124s cut away except at anch adj acent its front side so'as to leave roonir for the insertion of the nut while controllingits movement after insertion, i n the mannen stated-Z In; thedcrail, as thus described and illustrated, a; hurt-her supporting meansis necessary and is providedin the roadhed abutment or leveling; screw 1:6. This is threaded through the derailing block member with its axis vertical and placed tafr enoi. 3h out t em the rai ftwbein line with thetoe 1-" of the dcrailland so that thenoint 1"? of initial contact of l the wheel flange islsubs' :iallyzi n tlie saidiline or in advance t hereofi in i the di- 'tnan'svense plane; of the derail between itand thegheeli (rt-the denail thussredhcingthetench eney. 'ofithe derailltoturn in itsown plane i; homzontallwi' The clam-ps screw 1s-lecated almost directly 7 and; substantially without leverage being as nearly as possible under the cla npyserew bearing, the point at which the downward force is applied. In practice the axesof?the screws-whichwere 1 U. S. S.

have been located 2 apart with successful results. This is not to be understoodhewever asa limitation to the distance'given but as an illustrative example; The abutmentf screw 16 and the clamp-screw 6 are provided; respectively with slotted-handles17;18for opera-ting purposes andfor lock-ing,'as withthe padlock l9. o

In operation the jaw having'fiist been screwed down, its hook end is forced under the base of the rail a d-jacenta-tie andengaged with the far side of the rail basew The level lingscrew which, by virtue of the 'rel ative-locationof'the levelling screw and theclain-pscrew just described, abutson-the tie near its frontedge,;is then screwed to locate thederailing member at the desired height, the clamp-screw is screwed'up to clampth-e-derail on the rail and the handles 1:, l8'are locked together:

The elamping jaw being j stia frontof fur;ther movement oft-he derail results in limited relative movement of the clannrscrew and clampingjaw endvvise of the rail, the axes of the bore 9' and of the clamp-screw moving relativelyout ofline-as shown in Fig. 7

4'. This saves clainp-screw breakage-an(Pinatorlallyincreasesthe-clampingaction. Itrthe derail' of my said patent no-zqapreciable 01' sig11ificant tLi1ning of the clamp jaw or connections cn-dwise of the rail under car wheel impact can occur. In my present derail. as 1llustrat-cdi the plural' turmng; movement just (lescribed .will ordinarily take place, but

where the twis effect under cal 'whecl impact is nan Wear care of by relative movement between thepowen means or conncctions and; the derz'til, block member; the power means or connections and the clamp jaw swings-s a unit with reference to the-de rail block member." Where, on the-other'hand,

thetwistlng eli'ect'1stahen care-ofpartlyor 'solely'by flexibility the connections; as by relative turningof the-clamp; screw bolt and clamp jaw, the clamp and: connections form a; broken line;

Structure permitting such swinging or turning movement endwise of the rail under car wheel impact is within the invention, whether the movement be a single or a plural turning, and regardless of wiich part, or parts, turn to produce such movement, or what the particular nature or location of the power means employed may be. It will be understood further that particularity in describing the structure illustrated is for clarity and convenience and is not to be taken as limiting the claims beyond the substance of the invention as respectively set forth therein.

Sliding of the derail endwise of the rail, turning of the derail in the plane of the rail, and overturning of the derail about the rail are all guarded against by the construction of this derail, and stability on the rail thus assured in a compact and readily portable derail.

Claims:

1. A; portable derail having a derail block member adapted to engage one side of the rail, and a rail base flange clamp-jaw hook having power means and mounted in the derail block member with freedom to assume an oblique position with reference to said power means under the car wheel impact.

2. A portable derail having a derail block member, clamp means therefor comprising a rail base hook, and means flexible at more than one place under car wheel impact for connecting said hook to said block.

3. A portable derail having a derail block member adapted to engage one side of the rail, clamp means therefor comprising a rail base hook adapted to engage theother side of the rail and to abut against the side of a tie, and means including two pivotal connections for connecting said hook to said block with capability of relative turning of said hook and last named means under car wheel impact.

A portable derail having a derail block member, clamp means therefor comprising a rail base hook having a rocker bearing on the rail base and adapted to abut against the side of a tie, and means including two pivotal connections for connecting said hook to said block, both said connections being adapted for angular movement under car wheel impact.

A portable derail having a derail block memben clamp means therefor comprising a rail base hook adapted to abut against the side of a tie, and means including two pivotal connections for connecting said hook to said block, one of which is a ball and socket bearing, said hook and said means for connecting it to the block having freedom to assume an oblique position with reference to each other under car wheel impact.

6. A portable derail having a clamp member consisting of a derail block member adapted for engagement with the tread and with one side of the rail head, a rail-base clamping member adapted for engaging the other side of the rail, and power means having hearings in the derail block member and operatively connected to said other clamping member with capability of relative turning movement with respect thereto endwise of the rail under car wheel impact.

7. A portable derail comprising a clamp member formed as a derail block member, and a tapered hook member adapted for insertion underthe rail and for engagement therewith, in combination with a clampscrew uniting said members with capability of relative turning movement of said clampscrew and hook member en'dwise of the rail under car wheel impact.

8. A port-able derail comprising a derailing member adapted to seat on the rail head and an auxiliary clamping jaw for clamping the rail between them, said jaw having a rocking bearing on the rail, and operating means for effecting said clamping action mounted in the derailing member extending transversely of the rail and flexibly connected to the jaw for angular movement with respect thereto under car wheel impact.

9. In a portable derail, a derail block member, adapted to be placed against one side of the rail with its central transverse plane substantially covering the vertical face of a tie, a clamping jaw adapted to engage the opposite side of the railadjacent said face of the tie, a road-bed abutment adapted to engage the top surface of the tie and a clampscrew operatively associated with said clamping jaw, said screw and abutment being lo cated close together on opposite sides of the central transverse plane of the block member.

10. A portable derail having a derail block member, and a leveling screw and a clampscrew mounted side by side in the derail block member on opposite sides of the central transverse plane of the derail.

11. A portable derail having a derail block member, an adjustable road-bed-abutment adjacent the central transverse plane of the derail and between the same and the heel of the derail, a clamping jaw constituting the con'iplementary clamp member for the derail block member, and a clamp-screw operatively connected to said clam iing jaw and located adjacent the central transverse plane of the derail between it and the toe of the derail.

12. A portable derail comprising a derail block member seating on the rail tread and a jaw member adapted to clamp the rail between them, the derail having a supporting bearing upon the roadbed at the side of the rail, and clamp operating means, the point of initial wheel flange contact with the trough of the derail being at or beyond the line joining the supporting bearing with the toe of the derail, said supporting bearing block member adapted for engagement with.

the too and side of the rail head in combina tion with a supporting bearing at the side of the rail and means for clamping said member upon said bearingand rail, said clamping means comprising a clamp-screw rotatably mounted thederail' bloclrmember closely adjacent the supporting bearing and threaded into the clamping jaw with respect to which it is relatively turnabl-e endwise of the rail under car wheel impact.

M. A portable derail comprising a derail block adapted to seat on the rail tread and on one side of the rail head and constituting a-clamp-ing member, a jaw adapted to bear on a part of the rail and constituting a complementary clamping member, an adjustable road bed'bearing mounted in the derailblock member, and power means for operating the clamping jaw connected thereto by means permitting relative movement endwise of the rail under car wheelimpa'ct, said road bed bearing and power means being .close to gether, the point of initial contact of the wheel fiange'with the trough of the derail being at or beyond the line joining the roadbed bearing and :the toe of the derail.

15. A portable derail having a derail.

block member adapted to seat on the tread of the rail and on one side of therailhead, a clamping-jaw having a rail clamping contact surface, a clamp-screw having hearings in the derail block member and located in substantially the same plane with therail clamping bearing surface of the clamping jaw, said plane being inclined to the web of the rail, and connections be tween said clamp-screw and aw permitting relative turning movement in said plane under car wheel impact-tomaterially increase the clamping action.

16. A portable derail comprising a clamp member consisting of a derail block member adapted for engagement with the top and sidev of the rail head, and a complementary clamp member adapted for engagement with the opposite side of the rail, in combination with a clamp-screw revolubly seated in the derail block me iber and capable of relative pivotal movementin vertical and lateral directions with respect thereto and having threaded engagement with the complementary clamp member, the connections between the clamp-screw and said complementary clamp member, permitting relative movement endwise of the rail under car wheel impact.

17. A portable derail comprising a -derail block member having a bearing surface for tlie rail tread and Shoulder for engagement With the side of the-rail, in combination with meansfor elampingsaid member in a direcmoaoee 'ti'on inclined to the web of the rail upon the rail, said means hav ng a universal bearing in the derail block member and comp-rising 'meinbers connectedto each other by screwthrcading and by bearing surfaces permitting relative turning movement in the direction of the length of the rail under oar wheel impact.

'18. A portable derail comprising a clamp ing member consisting of a derail block member and adapted to seat onithe tread and on :oneside of the rail head, a jaw adapted to be hooked over the opposite edge of the rail base and constituting the complementary clamping member, a clamp-screw mounted in universal hearings in the derail block member and threaded in said clamping jaw, and means for permitting relative turning move ment endwise of the rail between said clampscrew and jaw under car wheel impact.

19. A portable, derail comprising derail block and jaw members, and a clamp-screw rctatably' mounted in the derail block member and engaged with the jaw member, the jaw member having a convex bearing surface to afford rocking contact with the rail and 7 having its end remote from said convex surface permanently out of binding contactwith the derail-ing member and free to move relatively to the derailing member and to the clamp-screw endwise of the rail under car wheel impact.

20. A portable derail comprisinga clamp member consisting of aderailiblock member adapted to seat on the tread and on one Side of the rail head, a complementary clamping jaw having a terminalhook for engagement with the rail base at the other side of the rail and having in line therewith a bore widened laterally, i. .e. lengthwise 'of the rail,

mentary clan'iping means and operating means aligned therewith mounted in the derail block membeiysaid aligned operating and clan ipingmeans having capability of moving out of alignment on endwise movementofrthe derail block member.

22. In a portable derail a clamping jaw provided with a terminal hook and having opposed thereto a'housing for a clampescrew and for its non-rotatable nut, and a bearing for said. nut in the housing.

23. In a portable derail a clamping jaw having a bore adapted to receive a c1ampscrew and widened laterally toward its outer end and having adjacent the other end of said bore a bearing surface surrounding the same, and a recess adjacent said bearing surface adapted to receive a clamp-screw nut adapted to said bearing surface.

24. In a portable derail a clamping jaw having a terminal hook and in line therewith a bore widened in the plane of the bore and hook toward the end of the bore remote from the hook and. having a recess adjacent the nan row end of the bore closed on one side in said plane.

25. In a portable derail a clamping jaw having a clamp-screw-receiving bore and adjatent the same a. clan1p-screw-nut-receiving recess provided with means for preventing rotation and travel of the nut, the bore being widened laterally from the end adjacentthe recess for the nut to its other end.

26. A portable derail having a derail block member adapted to seat on the rail, a complementary clamping member therefor, power means connecting said members to clamp the rail between them. said power means having capability of relative turning movement endwise of the rail with respect to one or both of said members under car wheel impact, and a road bed abutment carried by the derail, the point of initial contact of the car wheel flange with the trough of the derail being at or beyond the line joining said roadbed abutment and the toe of the derail.

27. A portable derail having a derail block member adapted to seat on the rail head, a clamp member engaging the rail below the rail head, power means operatively connected to said derail block member and clamp member to clamp the rail between them, said struetn e being adapted to permit relative turning movement between the derail block member and the clamp member, under car wheel impact, suificient to materially increase the clamping action.

28. A portable derail comprising rail clamping members, one of which is the derail block member adapted to seat on the rail, and power means operatively connected to said members for clamping the rail between them, said structure including line connections extending crosswise of the rail and flexible lengthwise of the rail under car wheel impact to reduce transverse strain on the connections and materially increase the c amping action.

29. A portable derail having a derail block men'lber adapted to seat on the head of the rail, and a clamp member adapted to clamp the rail bet-ween them, said clamp member having a rail base engaging end and a free end on the other side of the rail disengaged from the rail, adapted to swing about the bearing on its rail engaging end on the rail base, under car wheel impact, and spaced from the derail block member suiiiciently to prevent obstruction of such swinging movement by any part thereof.

30. A. portable derail having a derail block member adapted to seat on the rail head, a clamp member engaging the rail below the rail head, a clamp screw mounted for rotation in the derail block member and having screw-threaded connection with the clamp member to clamp the rail between them, said structure being adapted to permit relative turning movement between the derail block member and the clamp member, under car wheel impact, suthcient to materially increase the clamping action.

In testimony whereof, I have signed this specification. I

STANLEY WV. HAYES. 

